Internal-combustion engine



30l 92., J. A. H. Awww INTERNAL COMBUSTION ENGINE JUY 30 i929 J. A. H. BARKEIIJ 972295l INTERNAL COMBUSTION ENG I NE Filed Dec. 29, 1926 3 Sheets-Sheet 2 INVENTOR J. A. H. BARKEU 1,722,95

INTERNAL COMBUSTION ENGINE Filed Dec. 29, 1926 3 Sheets-Sheet 5 FIG9 ENVENTOR JEAN A. H. BARKEIJ, OF LOS ANGELES, CALIFORNIA.

INTERNIi-COMBUSTION ENGINE.

Application filed December 29, 1926. Serial No. 157,846.

My first general object is to construct a constant volume engine by efficient stratification of active and inactive gases.

My second general object is to construct the ports for the active and inactive gases so that a minimum of mixing takes place.

My third general object is to construct the combustion chamber and to locate the spark plug so that it is located in the area of active gases at the end of the compression period.

My fourth object is to simplify the valve gear to a minimum and in obtaining these objects common to all type;` shown in this application I make use of the following new features.

My fifth object is to provide the two and four stroke cycle engines with a double exhaust port, one of which is connected with a closed chamber, the other with the atmosphere.

My sixth ob]l ect is to introduce the inactive gases from the lower end of the cylinder in a new way. Y

My seventho'bject is to introduce the inactive gases alternately by the crankca'se compression and by the compression of a blower.

My eighth object is to scavenge the cylinder with air, to introduce next the active gases and to increase the volume with air.

My ninth object is to construct the exhaust period variable in relative position and length of period.

In the realization of the above objects a blower is used when necessary and use is made of burnt gas or air as inert volume. If burned gases are used they are efficiently cooled before readmittance to the cylinder.

The iirst four general objects are represented in each of the four types shown in Figs. 1, 6. 8 and 9, are sectional views, Fig. 2 is ex,- planatory, Figs. 3, 3, 4, 5, 7, l0, 11 are modiications of its variations otherwise the numbers will run in the hundred and require too much space.

rThe following are the characteristics of each type, realizing the same purpose.

lin Fig. 1,1 is the closed exhaust chamber, of which the port 27 is uncovered before the port 28 of the exhaust pipe communicating with the atmosphere. 3 is the inlet pipe, of which the port 29 is uncovered by the lower edge of the piston 23 at the end of its upward stroke. 4 is a blower, communicating with the cylinder by a conduit 24, a three way valve 5, which is also connected with the transfer conduit 14 from the crankcase 21 and' with a conduit to the cylinder port 26, which is uncovered by the piston after the port 27 and about simultaneously with the uncovering of the port 28. 6 and 7 are pockets in the piston acting as deectors respectively on the intake and exhaust side of the cylinder to direct active and inactive gases in an` upward direction. 8 is a deflector on the top of the piston, which cooperates with an edge 10 in the cylinder head to divide the compression space moreV or less in two separate chambers 9 and l1 in which at low speeds the inactive and active gases are respectively located. At high speeds and full charges the narrow passage between 8 of the piston and 10 of the cylinder creates means to increase the speed of the flame propagation. 12 is the spark plug communicating with the space 11. 13 is the intake of the blower and the fuel jet 86 may be located in this intake 13 or between the blower and the three way valve, also shown for reasons of illustration in Fig. 1. 15 and 17 are the chainwheels on the a-Xis of the blower and the crankshaft respectively, connected by a chain 16. 18, 19, 20, 21, 22, 23 are the rotating and reciprocating masses. is the intake pipe connecting the carburetor with the inlet pipe 3. 31 are pistons, which can be reciprocated in the closed chamber l to increase or decrease the space of these chambers. 32 is a rod connecting these istons (see Fig. 2) and sliding in walls which separate the respective chambers. 34; is an outlet towards the exhaust pipe 2.

rlhe operation is as follows. The piston uncovers the port 27 and the exhaust gases having a certain pressure will increase the atmospheric pressure (approximate) in this chamber, thereby reducing the pressure in the cylinder considerably so that it is about equal to the pressure in the crankcase chamber. The ports 28 and 26 are next uncovered almost simultaneously and the gas will readily How from the crankcase in the cylinder deected upwards by the pocket 6. At the saine time the overpressure in the chamber 1 recoils partially in the cylinder deflected by the pocket 7 of the piston and will check the flow of the gases trying to escape to the atmosphere through the port 28. The result is an ecient stop of loss of active gases. At certain speeds and certain dimensions of ports, chambers and piston llll pockets, the volume of rebound gas will be considerable and a certain compromise between these various parts should be found for each particular type of engine. At high speeds the pressure in the crankcase is insufficient to bring about a suiiicient volumetric eiiiciency and to increase the speed the threeway valve 5 connects the blower with the intake port 26 and shuts of the crankcase. It is however possible to connect the blower and crankcase chamber simultaneously with the port 26 as shown in Fig. 3 and also separately,

by rotating the valve clockwise and counterclockwise respectively. The inlet 29 is in this case eliminated.

Fig. 2 shows a top View of Fig. 1 on the level of the ports approximately, showing clearly the relative positions from the left to the right of the blower 4, the passage 24, three way valve 5, the passage 25the ports 26, the detlectors 6, 7, 8, the ports 27, the closed chambers 1 with the pistons 31, connecting rod 32, separating walls 33, openings to the exhaust pipes 34, the exhaust pipes 2, the inlet pipe 30 and the carburetor 35.

The three way valve can also be connected with t-he inlet passage 29, as shown in Fig. 3A. The pressure of the blower will be increased by the pressure of the crankcase. If the valve is rotated o the blower will deliver a charge to the cylinder and the operation of the crankcase ceases automatically, the only jet being 36 in the intake 13 after the blower, as in Fig. 3.

Figs. 4 resembles Fig. 1. To the left are 3 ports below each other and to the right are two ports instead of one as in Fig. 1. The same numbers represent the same parts as in Fig. 1. The operation is as follows. After the uncovering of the port 27 and consequent decrease of pressure, the piston establishes communication with the air blower 4 through the port 26, in order to prevent damage to the air blower. The ports 28 and 31 are uncovered more or less simultaneously. rllhe closed chamber starts to check the flow of air and when the piston descends a little more the port 31 is uncovered entirely and the port 28 entirely. A rich mixture is mingled with the air of the blower a short time and before this mixture reaches the port 28, the ports will be covered up again by the piston and the blower can increase the volume a little more with pure air, the closed chamber acting as a cushion and check. If in this arrangement the closed chamber is eliminated on account of the scavenging air preventing already a certain loss of fuel, and a single exhaust pipe 28 is connected with the atmosphere, as shown in Fig. 5, then the opening and closing of the port 28 has to take place very little before and after the opening and closing of the port 26. The port 28 should be comparatively high and narrow on account of the double port on the inlet side. A baie 37 gradually approaching the edge of the piston can be madeadvantageously to establish a gradual opening of the exhaust pipe and a graldual closing, thereby preventing loss of A top View of Fig. 4 is superfluous, Fig. 4 being practically similar to Fig. 1 with the exception of the three way valve and passage 24.

The double exhaust port construction can be adapted to the constructions shown in Patents Nos. 1,541,238 and 1,595,372.

The blower can be dispensed with in both Figs. 1 and 4, 5, retaining the closed chamber and exhaust pipes construction.

The closed chamber can be opened to the atmosphere at Very high speeds by the pistons 31 and the ports 34 as shown in Fig. 11 to prevent back pressure. The operation of the rod can therefore be connected with the throttle lever.

The positions of the ports 26 and 31 could be changed so that port 31 is above 26, thereby lreserving the function of air compression for the crankcase and the function of the compression of mixture for the blower. The advantage of this construction would be that the .crankcase would not deliver any additional air after the admittance of the mixture pre- Venting the mixture from being blown out l notwithstanding the action of the closed chamber. the action of the blower in thc construction of Figs. 4 and 5 can however be delayed, until the engine has reached a certain speed, and the spark plug is not placed by preference in the pocket 6 when the pist-on reaches its top position.

Having described the different variations of the two stroke cycle type, it is understood that other variations may be made without departing from the spirit of this invention. lt is well known in the prior art, that the exhaust and inlet ports in a two stroke cycle engine may be anywhere above the lowest position of the piston and it is equally well known that the exhaust and inlet may be piston controlled or Valve controlled or partially piston, partially valve controlled. l

In Fig. 9 no exhaust port is shown and the exhaust port may be valve controlled and timed'for a two or four stroke cycle operation. lt is further understood, that the closed chamber can be incorporated in this arrangement of Fig. 9, be it a two or four stroke cycle engine.

It is further understood, that the decrease of pressure in the cylinder before the exhaust port opens could be effected by other means as shown, as a cooling medium blown in said cylinder at that time. The decrease of pressure in the cylinder will take place equally independent of the atmospheric pressure being cut off therefrom.

lit is nally understood, that any of the valvesshown in Figs. 1, 3, 3A can be made to move synchronically with.the engine to supercharge the crankcase through the passage 14 as shown in Fig. 3 orjthrough the port 29 as shown in Fig. 3A. l

It is also understood that the variation of the exhaust and inlet valves, their openingand closing,when applied on a four-stroke.

cycle engine, can also be applied on a twoL stroke cycle engine. 1 The means to vary the opening and closing of these valves are shown and explained in the discussion of the Figures 6-8. The upper port of the cylinders in theV following Figures 9-11 arel purposely not shown and can be equalto those of Figures 144 or equal to those of Figures 6-8.' The relation between the two stroke'and four stroke cycle is so closein view of the objects aforementioned' and the means to obtain these objects resemble each other so close, that these two types are inseparable.

Itis also understood that both types or engines may be operated with a combustible mixture or may'operate on the well known Diesel or constant pressure cycle, as will be in particular explained in relation with Fig; ure 10. v

Figs. 6, 8 show the four strokecycle types,

incorporating features similar to the two. Y

or after the ports 41 are uncovered. In the stroke types explained, changed in accordance with the character of the former-engine.

Fig. 6 is a sectional view of a four strokecycle, constant volume, engine. `1 is a closed chamber communicating with the cylinder when the piston has nearly finished its downward stro e, like in the two stroke type. 2 is a bypass in the lower end ofthe piston ll, connecting the closed chamber 1 with a small valve chamber 2, which can be opened to the atmosphere by the valve 2", which is oper ated by the lever 13, on a fulcrum 13 and a rod, 12 whichv operates'on the throttle lever 11 of the carburetor 10. The valve chamber 2a can be connected with the atmosphere when the throttle opening has reached 'a certainpoint, where no burnt gas is needed to obtain a full compression. 3 and 4 are the exhaust and inlet valves." 5 is the camshaft operating on the levers 6 and 7 which push the valve stems 8 and 9. llt-18 are the reciprocating and rotating parts. 19 is the cylinder wall, 20 the crankcase, 21, the coolingl medium. 22 is 'a bevel gear on the crankshaft 18, connected to the bevel gear 24 of the camshaft 5 by means of two gears 22a and 24a on a ransrmission shaft 23. Between these bevelgears is -a differential 25, which is operate/d b y a,

worm gear 26 to change the relative positions of the valve gear and the crankshaft. 27 are cooling ribs insideof the closed chamber to' cool the gases to such a temperature, that adlnission in the cylinder and contact with the active gases will Ynot result in an untimely explosion. The operation is as follows. The exhaust remains closed until the piston 14 covers up the ports 1u on itsway up. The

pressure of or 4 atmospheres will be materially reducedvat the end of the expansion i' stroke by further expansion in the closed chamber?i The resulting pressure `\\-ill be' still above' atmospheric 'when the pistonpasses the portsl. .The exhaust-Halve 3 will be opened 'next and closesfwlien the piston .reaches its top positioiif' :Tl'e Vinlet valveopens next and v3 I ills. the; cylinder according to the position of the Lt ottle and engine speed. The piston uncover'sithe; ports-l and thc partial charge is completed from'S the overpressurel in the closed c lrainber 1. In order that too great an amount of achlitional inactive charge will not be admitted 'to the cylinder, the valve gear has. to be made variable by means of a differential and worm 25, 26 orany other suitable means if a chain transmission is preferred, so that the amount v A cany be controlled: Thevariation has to be very littleysince the opening ofthe exhaust valve 3 alittle after or before the covering of the ports 1** by the piston is decision for the pressure in this chamber andthe volume transferred. The con-sequent variation in the opening and closing of the mletvalve .1s of 'little' importance.

The inlet valve can be made to close before former case the volumetric eiiieeney at high speeds will be impairedand a little volume of burnt gases will always be admitted at the end 'ofthe suction stroke. In the latter case the volumetric eliciency will be normal and the inrush of burnt gas will be effectively stopped at open throttle when' the valve 2a is opened, releasing the over pressure in the Chamber 1.

In order to avoid the mechanical complication of the differential and worm 25, v2G the following structure can beaclopted. The by pass 2 in thepiston in cooperation with the valve 2 can reduce the pressure in the closed chamber to atmosphericrand the volume of burnt gases admitted at the end of the inlet stroke will be correspondingly decreased. At the end of the inlet strokefthe volume of gas drawn from the chamber will be negligible, there being no overp'ressure 'or little.

-Another structure is, to connect the closed chamber permanently with a valve and`pas sage 28. 29, establishing direct eommunication with the atmosphere. The'exhaust valfc should open before the ports l are uncovered, unless the passage 29 is connected with the muiler to prevent the noise, of it in the atmosphere. If the valve 28 is. open, the pressure' in the chamber will never beV 'above atmosphere, the-volume of burnt gaslnrawn in the cylinder however will be greater than in the former construction at low speeds and closed throttle on account of the connection construction practically immaterial, whether the exhaust valves open before or after the covering up of the ports on the upward stroke in so far as the volume -of gas drawn in the cylinder from chamber 1 on account of the atmospheric' connection.

l A fourth method to regulate the overpressure isshown 'in Fig.' 7. The exhaust cam position only can -be made variable with respect to thel l.crankshaft by means of a differential and worm 25,26. The bevel gears 30,31 for driving the two camshafts 36, 3'?a are located at both sides of the bevel gear 22 on the crankshaft. Bevel gears 30, 31 correspond respectively with bevel. gears 46, 47, on the camshafts. In Fig. 7 they are both shown variable. v l

n The piston 14 is provided with compression rings 36 below the bypass 2 to prevent loss ofl pressure from the closed chamber 1.

It is understood that the four modications canbe combined partially.

The inlet valve is located in a' separate pocket (the spark .plug is located in this pocket as near to thevalve. as possible and can be given a variable opening and closing likethe exhaust.. The inlet valve function.

only canbe made variable, `or the inlet valve and the exhaust valve function can be made variable separately by two differentials and two worms as shown in Fig. 7.

Fig. 8 is a sectional view of another poppet valve, constant volume, four stroke cycle 4engine, incorporating the same closed chamber 1, in which air instead of burnt gas is accumulated under presssure by a blower. 2 isa bypass or recess in the end of the piston'connecting the'blowerat the end of each upward stroke with the closedchamber. 3 is the con-4 duit connectingthe bypass with theblower. 5. 6 and 7 is the gearing connecting the blower with `the crankshaft, 8-13 are the rotating and reciprocating parts. 14 is the circumferential airports in the cylinder, which are in all four ,stroke cycle types shown in Figs. 6-9. 15 is -the sparkplug located in the inlet valve pocket like in Fi g, 6. 16, 17 and 18 is thevalve gearing, 19 and 19" the inletA and exhaust valves. 21`27 the driving gear .of the camshaft. 2O is the carburetor.

The mode of action is as follows. The exhaust valve opens before the ports 14 'are uncovered by the piston 13. The excess pressure of the closed chamber 1 will do scavenging work at speeds at which the blower creates.

enough superpressure. The inlet valve can be made to close before or after the'ports 14 pose it closes before. When the piston uncv ers the ports 14, the fuel charge will be increased by the air rushing from the closed chamber. The amount will depend upon the pressure created therein by the blower'. Suppose it closes after the uncovering of the ports, when the ports 14 are uncoveredthe air pressure has to be higher to overcome the rush of the active gases rushing downwards.

The blower can be connecteddirectly with the cylinder as shown in Fig. 9, dispensing with the'complic'ation'of the bypass 2 and the greater length of the piston to keep the pressure in the' closed chamber. 'At the end of the exhaust period, the exhaust valve opening before the ports 14 are uncovered, the blower will scavenge the cylinder and will increase the gas charge with air at the end of the inlet period. The-inlet here has to close before the ports 14 are uncovered, to prevent a loss of gas through the valve 19 Fig. 8 at high speeds, the blower delivering a high pressure. At. low speeds the pressure is small, but to preventtoo great a charge of inactive gases.

the. valve 26 can reduce the-pressure. The

richness of the mixture has to compensate for the additional air at open throttle.

The disadvantage of this arrang ment the permanent connection with the atmosphere through the valve 26 or through the blower 4. Certain blowers however will prevent too great an air charge at low speeds. In the construction of Fig..8 this amount will he cut materially, since the pressure of the cylinder and closed chamber only will be equalized. T-he valve26 can cut olf the pressure of the blower and regulate the amount of air admitted to the cylinder at the end of the inletstroke. The exhaust has to be opened early to prevent noise. The valve opening 26 however could be connected with the muiller, thereby preventing pressure on the vanes of the blower in case the pressure did not escape quick enough through the exhaust valve 19? 'and at the same time preventing noise and a too great a volume of additional air.

- Fig. 10 is a variation of Fig. 3". The blower is permanently connected with the 4crank case and the pressure delivered by the latter is always increased by thatof the erankcase. The numbering is the same as that of Figs. 1 and 4 and variations. The blower delivers mixture to the crankcase intermittently.

Fig. 11 is a modification of Fig. 4. The air blower is connected with the passage 26. The mixture blower with the passage 31. and the crankcase compression is avoided. The passage 26 is uncovered bv' the piston a little later than passage 27. The passage 31 is uncovered aboutsimultaneously with the passage 28. The phases of the cycle are equal to those discussed in connection with Fig. 4.

The blowers can be driven simultaneously by the same chain or the rotation can be :amanti transmitted to the blower 4 by means of the four bevel gears and shaft a1-45. The speed of the two blowers can be made diderent to create different pressures.

'llhe modifications of Figs. 10 and 11 can be combined with the variation of Fig. 5.

'lFhe modification of Fig. 10 can be used in engines of the Diesel type to increase the final pressure in the crankcase for scavenging purposes. 3. The conditions of Figs. 1, 3, 3, 4, 5, 9, 10, 1l are all dierent for the two stroke. Resuming their main features: In Fig. 1 the cylinder space is connected with one passage with the crankcase and the blower, if the valve 5 is omitted. lf this rotary valve is installed there are two possibilities. 1o the valve rotates synchronically with the engine clockwise. a. The crankcase will blow first its charge into the cylinder and the blower completcs it. Another 180 further the blower will supercharge the engine and is then cut ofi'. b. The valve rotates counterclockwise, first the blowerwill charge the cylinder and the crankcase later. Then the blower will supercharge the cylinder, and is next shut off.

2. The valve 5 is rotated at will and the crankcase and blower can be connected with the cylinder alternatively during the opera tion of the engine, or the valve can be placed and rotated in such a position that the crankcase and blower are simultaneously connected with the cylinder. The blower cannot supercharge the crankcase in any position, unless it cuts out the engine operation.

lin Fig. 3 conditions are diderent. llf the valve 5 is rotated at will, the crankcase and blower may supercharge the cylinder simultaneously as shown. lf this valve is rotated 90 clockwise only the blower will charge or supercharge. If rotated counter-clockwise only the crankcase will charge not supercharge as the displacement below and above the piston is practically the same.

llf rotated by the engine synchronically clockwise the crankcase might charge first and the blower finishes, and in reverse direction rotating, the blower might start first and the crankcase finishes.

ln both cases the blower might supercharge the crankcase with air to the type of en ine.

ln Fig. 3 if the valve is rotated at wil the blower may be continuously connected with the crankcase, and the crankcase with the cylinder` (=the blower continuously with the control led entrance 29 of the crankcase and the crankcase with the controlled entrance 26 to the cylinder) as shown. lf rotated 90 clockwise or counterclockwise the blower may be continuously connected with the controlled entrance 26 of the cylinder, with the crankcase thus being cut out entirely. llf however rotated in clockwiseor counterclockwise direction synchronically with the engine shaft, the crankcase and blower may be connected successively with the cylinder and partially simultaneously, and the blower may char e or supercharge the crankcase rotating 1n either direction. lin all these cases of Figs. 1, 3, 3^ the valve is protected by the sudden expansion of the gas in the chamber 27. A rotating valve only might cause a considerable amount of smoking on account of the lubrication of this rotating valve at high speed in explosive engines. lf rotated at will almost no lubrication is necessary. lf only air is charged the slow rotation of the valve as happens in present day big engines needs very little oiling.

In Fig. l the crankcase and the blower are connected with the cylinder by separate passages.

ln Fig. 5 the same condition of Fig. 4 obtains only with this diderence that the charge of the blower is controlled by -a valve 38. Fach compression means may be air or working-medium compressing means, or they ma be air and fuel compressing means simu tancously, one for air and one for fuel.

ln Fig. 9 the blower is connected with the controlled port of the cylinder and also with some other element of the cylinder, the mufiler or the inlet valve at the to end of the cylinder as shown in combination with the Figures 6 and 8, plus 7.

lln Fig. l0 the blower is connected with the crankcase only and cannot supercharge the engine directly.

lln Fig. 11 are two separate blowers with two separate passages to the controlled ports of the cylinder. Illhe crankcase is entirely cut out. One of the blowers might be able to produce a higher pressure than the other.

In Fig. 6 the air or fuel charge is increased with a burned gas charge, the amount of which is controllable with the variation of the period of the exhaust (and indirectly with the variation of the inlet periodes cause and as result) or by means independent of the variation of these periods (26 and 28) ln Fig. 8 the air or fuel charged may be increased by the means 2, 3, 4, inde endent of the variation of the exhaust an inlet periods, by air or fuel charged by a blower which is intermittently connected with said means, when the piston is in the top osition.

ln the combination of Fig. 9 with t e four stroke engine of Fig. 8 the connection of the blower and cylinder is immediate though intermittent, as in the combination of Fig. 9 with the two stroke of Fig. 1 or 4.

ln the case of a fourstroke engine, the air charge scavenges and supercharges at did'erent periods; in the two-stroke after each other in the same period and are not divided from each other by a time interval. rlhe relation however' is very close so far in both types of engines, the efficiency is increased by the same means only at different moments in the cycle.

llt is understood that the blower 4i, as shown in Fig. 9, can be made to form an integral llll litt

part of the cylinder or is attached thereto in such a way that the cooling water of the cylinder cancirculate around and cool the housing of` said blower, which may be of the Roots or Rateau type. The air is subjected to churning and the compression increases readily with the increase of temperature. The cooling of the housing will substantially increase the volumetric efficiency of said blower and said engine.

I claim:

l. A two stroke cycle internal combustion engine, comprising rotating and piston-compressing means, a cont-rolled exhaust and controlled inlet port, means to compress an inert gas, ,second means to compress an inert gas, means to alternatively connect said means with said piston-compressing means.

2. The combination of claim l in which said second means increase the initial pressure of said gases in said first means before they are delivered to the piston-compressing means.

3. A two stroke cycle internal combustion engine comprising rotating and piston-compressing means, controlled inlet and exhaust ports in said compressing means, dual compressing means for an aircharge, one of said air compressing means being driven in directly by said rotating means, the other air compressing means being dependent upon the other side of the first piston-compressing means, means to conduct the air alternatively from said dual compressing means into said first piston compressing means.

4. A two stroke cycle reciprocating internal combustion engine, comprising rotating, reciprocating, piston-compressing means, ex-

haust and inlet means, means to decrease the pressure in said means independent of the atmospheric pressure, means to compress air before delivery to said piston-compressing means, other means to compress air, means to alternatively introduce air in said first pistoncompressing means from said two air compressing means.

5. The combination of claim 4 combined with means to increase the pressure of one of said air compressing means by the pressure of the second means before introduction in said first piston compressing means.

6. The combination of claim 4 combined with means to vary the period of said exhaust and inlet means, to decrease the pressure in said first piston-compressing means independently of the atmospheric pressure, means to alternatively connect said air compressing means with said first piston-compressing means, means to increase the pressure of one of said air compressing means by that of the other means before admittancelto said first piston-compressing means.

7. A two stroke cycle internal combustion engine, comprising a cylinder, a piston and reciprocating means, a double exhaust port uncovered by the piston at the lower end of said cylinder, the upper port connected with a closed chamber, the lower one with the atmosphere, an inlet port uncovered vby the piston, a passage connecting said inlet port with means to create a constant compression before said port.

` 8. A two stroke cycle engine, comprising a cylinder, a piston, rotating and reciprocating means, an exhaust and inlet port uncovered by the piston near its bottom position, a passage connecting said inlet port with means to create a pressure depending upon the speed of the engine, means independent of the atmospheric pressure to reduce the pressure in the cylinder before said inlet ports are uncovered.

9. A two stroke cycle engine, comprising a cylinder, rotating and reciprocating means, an exhaust port and two inlet ports uncovered by said piston near its bottom position, means depending upon the speed of the engine to create a pressure before said inlet ports, two passages connecting said inlet ports with said means, means independent of the atmospheric pressure to decrease the pressure in the cylinder before the inlet ports are uncovered by the piston, said exhaust ports being closed by the piston going upwards, when one of said inlet ports is not yet covered by said piston.

10. An engine as described in claim 9 in which that passage in which a mixture is fed to the cylinder is further connected with the crankcase, means to connect said pressure creating means and said crankcase alternatively with said cylinder inlet port.

l1. An engine as described in claim 9 in which the mixture passage is also connected with the crankcase, means to connect said pressure creating means with the crankcase when the piston is near its bottom position and to connect the crankcase with said inlet port when said piston is near its top position.

l2. An internal combustion engine consisting of a cylinder -with controlled exhaust and inlet ports, means to ds :ease the pressure in said engine before the exhaust port is opened and independently of the atmospheric pressure outside the cylinder, means to supercharge this engine, means to scavenge this engine, means to ignite the charge.

13. An internal combustion engine consisting of a closed chamber with controlled inlet and exhaust ports, means to vary the opening and closing of said ports, means to supercharge said engine, means to scavenge said engine.

14. An internal combustion engine comprising a cylinder, a piston, rotating and reciprocating means, a port for inert gas uncovered by the piston near its bottom position at the lower end of the cylinder, means not communicating Wit'hthe atmosphere to de-4 crease thepr'e'ssure before the exhaust port 'cPens, means to create a constant compression s engine speed.

connected with said iirst p 'cylinder and blower, said second passage con-- 15. An internal combustion engine comprisingy a cylinderga piston, rotating and reciprocating means, a port uncovered by the V*piston at the lower end of the c'ylindensaid 'port connected by a'i passage with .a constantJ a second passage' ssage between said- '."pressure4 creating elementii nected with another ,element ofl said engine, means todecrease the explosion or combustion pressure in said cylinder before the exhaust.

opens and before said inlet port is uncovered, said meansv independent of the atmospheric pressure.

16. An engine as described in claim 15 in vwhich said second passage can be connected with said first Apassage by throttling means.`

v17.` An Vinternal combustion engme, comprising rotating, reciprocating compressinof means, a'controlled exhaust and a controlle inlet port, a working fluid expanding in said iirst com ressing means, means consisting ofY a closed c amber .permanently communlcating with said compressing means, when the piston is near its bottom position, to decrease the pressure in said compressingv means before said exhaust port Vis opened, means to create a pressurebefore said inlet port.

18. An internal 'combustion engine, comprising rotating, reciprocatiner and pistoncomprcssing means,` controlledJ exhaust and inlet ports, means to increase and decrease the expansion space for the expanding fluid beyond the volume swept by the piston, said means being independent of the atmospheric pressure.

l 19. rllhe combination of claim 18 in which said last means comprise a closed chamber communicatingwith the expansion space by a port uncovered by the piston near the end of its downstroke, means to increase and decrease the volume of said chamber, means to connect .said chamber with the atmosphere during e part of the time of theengine operation.

20, lln an internal combustion engine comprising a cylinder, rotating and reciprocating parts, means to decrease the pressure in said cylinder independently of the atmosphere, double means to create a pressure before double inlet ports, oneof said ports being covered bythe piston going upwards, after the exhaust port is closed.

21. An internal combustion engine, comprising a cylinder and piston, controlled inlet and exhaust ports, the inlet port communicating with the cylinder before said cylinder 4.communicates with the atmosphere through engine.-

nu l

said exhaust An internal combustion engine com prism@ a cylinder and piston, controlled inlet and exhaust ports, means to supercharge said 4, engine with dual stage compressors, a crankshaft to reciprocate said piston..`

- 23. The combination ofclaim 22 in which the exhaust ports of said engine are so constructed that the kinetic energy 'of the gases of one port may be used at will to suck out the gases from the other exhaust port, one of said ports being connected with the cylinder space blower producing a pressure only for said latterinlet port which varies su tantially with Varying engine speeds, said blower charging'said cylinder at the end of each downward stroke, means to allow said blower' to supercharge said engine above atmospheric pressure.

25. An internal combustion engine, having controlled inlet and exhaustlports, a pistoncontrolled-inlet-port at the'lower end of the cylinder opened and closed by said piston, a centrifugal blower creatinga pressure before said .inlet port varying with varying engine speed, means to allow said blowerV to supercharge said engine, said means consisting of a second exhaust port opened before Said inlet port is opened by said piston.

.26. A two stroke internal combustion engine, having a cylinder, a piston, a p ort connecting said cylinder with a closed chamber, said port uncovered by said piston( at the lower end of said cylinder, a controlled export, means to supercharge saidv haust port being opened to the atmosphere after said first port is uncovered by the piston, said closed chamber together with a compres sor forming means to supercharge said engine above atmospheric pressure before said cylinder and piston start their compression period.

27. An internal combustion engine consisting of a cylinder with controlled inlet and exhaust ports, means to decrease the pressure in said cylinder 'before the exhaust port is opened, independently of the atmospheric pressure outside said cylinder and not coinmunicating with said atmosphere.

28. An internal combustion engine having port means for introducing gas during the combustion stroke,a rotary valve connecting said port t0 a source of gas supply, said valve having another gas admission port, connected with another source of gas supply of higher pressure, to admit said second gas in said engine during the compression stroke.

29. The combination of claim 28 in which said two sources of gas-supply consist of at leastA one rotary compressor, increasing its pressure with the speed of the engine, and supercharging said engine above atmospheric pressure.

30. The combination of claim 28 to which are added means to vary the inlet and exhaust periods relative to.the crankshaft position and piston position in said engine.

3l.. An internal combustion engine having port means t. introduce air during the combustion stroke, saidport means connecting with a source of air supply, said port means connecting with a second source of air supply of higher pressure, means to connect said port means with said first source of lower pressure during the combustion stroke, and with vsaid second source of higher pressure during the compression stroke.

' 32. A two, stroke internal combustion engine of the mixture type, having a cylinder, a piston reciprocating therein, inlet and exhaustports at the lower end of said cylinder controlled by said piston, a rotary valve between the mixture source and said crankcase,

said crankcase connected with said inlet port in the cylinder by means of conduit leading said mixture mixed with oil from said crankcase to'said cylinder and piston.

33. An internal combustion engine consisting of acylinder with controlled exhaust and inlet ports, means to expand the gases, after the normal expansion of the burned gases due to the outward movementof the piston reciprocating in said cylinder, substantially independent of the atmospheric pressure, means to exhaust the burned gases substantially dependent upon the atmospheric pressure.

34. An internal combustion engine of the reciprocating type, comprising a cylinder, a reciprocating piston therein, controlled inlet and exhaust ports, a rotative compressor cooled by the' same liquid, which cools said cylinder, said compressor charging said cylinder above atmospheric pressure exactly at the moment when all of said ports are closed,

said cooling liquid increasing the volume of gas introduced by said compressor, thereby output of said engine.

35. A two stroke internal combustion engine of the explosive type, having a cylinder with sparkplug ignition means at `one--side ofthe .top end ,of said cylinder, apiston reciprocating in said cylinder, said piston controlling inlet and exhaust ports at the lower end of, said cylinder, said exhaust port situated at one side of said cylinder, said inlet port at the other side of said cylinder, opposite said exhaust port and perpendicularly below said spark-plugignition, said piston provided 'with a bevel opposite said inlet port to direct the gases mixed with oil from said inlet port towards; the top vof said cylinder, said bevel being opposite said ignition means in top position, a rotary valveto admit a. gas mixture to the crankcase of said engine below said piston, fuel mixing means in a conduit leading to said rotary valve, said crankcase connected with said inlet port inthe cylinder at its lower end by means of a conduit, connected with said inlet port at one side of said cylinder. v

36. A two stroke internal combustion engine, having a cylinder, a piston reciprocating therein, said cylinder having inlet andv exhaust ports at'the lower end thereof, said ports being controlled by said piston, a rotary valve in close adjaeency to said inlet port so that the conduit between said valve and said inlet port in the cylinder has a. negligible volume, said rotary valve communicating with a rotative4 compressor, a conduit before saidcompressor, fuel mixing means in said conduit, said rotative compressor churning j said fuel before admittance to said rotaryV valve and to said cylinder, said compressor pressure being cut off by said piston going upwards and not by said rotary valve.

37. A -two stroke internal combustion engine, having a cylinder, a piston reciprocating therein, saidlcylinder having inlet and exhaust ports at the lower end thereof, said ports controlled by said piston, a rotary valve in close proximity to said inlet ports, said rotary valve connected with a rotary blower, said blower connected at its inlet side with sfuel mixing means, said means providing exclusively a gaseous mixture to said rotary valve and to said inlet port, said mixture being cut off by said piston and not by said rotary valve.

38. The combination of claim 37 in which said inlet ports and exhaust ports are located at opposite sides of said cylinder, said iston eing provided at its inlet side Witli a pocket, said pocket in said piston, when in top position, forming with the cylinderhead an ignition pocket, spark ignition means in said pocket, said ignition pocket communicating restrictedly with a second explosion chamber formed by said piston and cylinderhead.

39. A two stroke internal combustion engine of the explosive type, having rotating, reciprocating and ignition means, means to introduce gases and to exhaust gases, said latter means controlled by a piston atthe lower end of a cylinder, a rotary valvecontrolling the admittance of a` fuel mixture from the crankcase of said engine to a cylinder of said engine, said valve completely interrupting the communication between a crankcase and cylinder for certain periods in the operation of said engine, exceeding at least two revolutions. `V

40. A two stroke internal combustion engine of the explosive type having a cylinder,

a. piston reciprocating in Said cylinderl` sparkplug ignitionmeans in the top of said cylinder, cont-'rolled exhaust and inlet ports in said cylinder, a conduit between the crankcasiof said engine and said controlled inlet incans in y said cylinder to transferwgases fi'oin lsaid crankcase to said cylinder, ineans in said con- 'duit' to interruptthe coniniiinication l'ietweeii .said crankcase and said inlet port conipleteli' for more than one revolution.

4l. An internal coiiiliiistion engine of the.

reciprocating type, comprising at least one cylinder with at. least one piston reci provai ing therein, controlled inlet and exhaust ports, means to expand the liurned gases iii a chainlier, cooled by a fluid in order to contract said gases immediately after-the release troni said' cylinder after the iioinial expansion of said fliurned gases due to the outward movement of the piston reciprocating in said respective eyl- Inder.`

42. An internal combustion engine of tlie two stroke explosion typmliaif'ing a cylinder, a piston reciproeating therein, an exhaust poi-t'opposite an inlet port at the lower end of said cylinder, controlled by said piston, spark ignition in'eans in the top of said cylinder, means to adiiiit a iielinixture in said '.crankcase below said piston, incans to trans# fer said mixture inixed with oilefioni said .i

crankcase to said inlet. port at one side of said cylinder, said piston provided at opposite sides (7, (i) with an exliaustaiid an linlet` pocket` resp. opposite said exhaust port and said inlet port in said cylinder when said pis- 

